Under the wing-mounted jet engine with pivotal swivel joint to produce directional thrust vectoring thru swivel angle

ABSTRACT

Therefore, the idea of performing agile maneuvers “which at times can become critical in the flight safety of especially larger passenger jetliners” is realized by swiveling jet engines under the wings of a 2 or 4 engine commercial jet aircraft about a pivot point mounted along the engine nacelle to enable highly efficient pitch and roll motions in flight (with enhanced agility), as well as making efficient and agile yaw type motion in flight by turning the entire/plurality of engine assembly (away from the fuselage/cabin) around a central point underneath the wing assembly.

BACKGROUND OF THE INVENTION

Today, still one of the major problems encountered in civil aviation which for the most part utilizes jet aircraft with 2 or 4 under wing-mounted engines is the lack of moderate to agile maneuverability in takeoff, landing (ascend and descend), roll and yaw motions.

Such problem in modern military jets in service has been addressed by using TVC or thrust vectoring control to facilitate enhanced maneuvers in air and especially for short takeoff and landing.

The current state of technology built into modern fighter jet aircrafts uses thrust vectoring technique to divert the exhaust jet stream upward or downward for better agility of such jet aircrafts during takeoff and landing. In recent years turbofan engines with rotating nozzles have also been invented capable of deflecting their exhaust gas streams. In VTOL type military jet aircrafts, the deflection has been up to 90 degrees relative to the centerline of the aircraft (X-axis) which has enabled vertical takeoff. Also, the tiltrotor aircrafts use thrust vectoring by rotating the turboprop engine nacelles, although there have been complexities in such tilting mechanisms.

Some attempts for fixed optimization of engine configuration using thrust vectoring for commercial jet airliners has been made during the last decade. For example, one patent (granted to airbus industries) is limited to rear fuselage mounted jet engine aircrafts.

This invention however is related to making 2 and 4 under-wing mounted jet engine aircrafts capable of performing pitch, roll and yaw maneuvers in flight with enhanced agility over a shorter air distance, in other words I am claiming a means of enhancing/improving the agility (in adjustment of a flight attitude of such jet aircraft) by rotating the whole jet engine slightly upward or downward around a hinge point or swivel joint's local Y-axis for pitch or roll type maneuver and also rotating the plurality of jet engine assembly around engine's Z-axis outboard of the fuselage/cabin for yaw type maneuvers.

BRIEF SUMMARY OF THE INVENTION

It is understood that by manipulating the direction of thrust exhaust gases from jet engines the attitude of a jet aircraft in flight can be further controlled and enhanced. The name TVC (thrust vectoring control) refers to such possibility, which has been used primarily in military jet aircrafts for short distance landing and/or takeoff (VTOL).

This non-provisional utility invention patent application is intended for assisting a jet engine powered aircraft with two or four engines mounted under its wings (such as a passenger or commercial jet air liners) to climb, descend, perform roll, and yaw maneuvers for banking, with more agility and in a shorter air traveled distance by pivotally swiveling its jet engine(s) up, down or sideway (with jet engine thrust gases away from fuselage and cabin) and with a limited restricted range of engine swivel motion, by means of hydraulic, pneumatic, mechanical, electro-mechanical or other means and combination of such mechanisms to produce pivotal swivel motion, as further described and detailed in the drawings of this application document.

BRIEF DESCRIPTION OF THE DRAWINGS

PLEASE BE ADVISED THAT THE DRAWINGS IN THE FIGURES SHOWN IN THIS APPLICATION DOCUMENT ARE NOT TO ANY SPECIFIC SCALE, AND ONLY SERVE TO PRESENT THE GENERAL IDEA

FIG. 1 shows a schematic plan view of a typical commercial jet aircraft with a configuration of the engine (14) based on the current invention.

FIG. 2 shows a side elevation view of such aircraft with a schematic of the newly invented engine (14) configuration relative to the wing (10).

FIG. 3 shows an enlargement of the parts shown in FIG. 1, which is related to the invention for better understanding.

FIG. 4 shows a more detailed side elevation view of such jet engine (14) attached under the wing (10) of an aircraft showing the swivel joint (detail B), the clevises (24), the power actuated arm (20), the connecting strut providing engine weight support to the wing (53), and the plate flanges inside the wing (27 a&b). The detail zones A and B reference FIGS. 7 and 8.

FIG. 5 shows a 3D perspective view of such jet engine (14), showing the pivot joint for swivel action about engine's Y-axis along with typical clevis (24), the power actuated arm (20), the centerline of the proposed engine support connecting strut (53), the flange plates (27 a&b) providing rotation about local Z-axis and the actuator arm which will have limited/controlled range of motion using limit switch. Also, the detail zones A and B refers to FIGS. 7 and 8.

FIG. 6 shows side view of such jet engine (14) mounted under the wing (10) of an aircraft for the purpose of showing the detail zone B captured in the perspective view in FIG. 7.

FIG. 7 shows perspective view of the detail zone B shown in FIG. 6.

FIG. 8 shows a perspective view of the detail zone A shown in FIG. 5.

FIG. 9 shows a 3D view of a jet aircraft performing roll by pivotally swinging its engine (14).

FIG. 10 shows a typical power cylinder used in part (20); other ways like power screw can also be used.

NOMENCLATURE

Assigned Part No. Part Name 10 Wing 12 Fuselage 14 Jet engine/Nacelle 18 Horizontal Stabilizer 20 Power-actuated cylinder/arm 23 Adjustable pivot-joint control arm 24 Clevis-Typical 27a/b Flange Plates 30 Interface Plate 38 Actuator(linear) Rod/arm 43 Bushing 46 Washer/Lock washer 48 Nut/Lock nut 50 Threaded Stud 53 Extensible Engine Load Support Connecting Strut w/universal or ball & socket type joint at the hard point end under the wing 63 Jet pipe fairing 65 Tail Cone 68 Rear Cowling door 78 Thrust Bearing

DETAILED DESCRIPTION OF THE INVENTION

It is particularly important to be able to further control the pitch (movement of nose up or down of an aircraft) during ascend, descend, takeoff and landing, the roll (movement of an aircraft banking to the left or right), and the yaw (movement of an aircraft sideways to the right or left) of a large commercial jet aircraft with 2 or 4 engines mounted under its wings, during flight in a more agile and efficient way over a shorter air traveled distance, which at times can cause avoiding catastrophes such as mid-air collision or to avoid missing a desired flight path which can be caused by lack of adequate control over short distance by merely relying on the traditional wing or tail section aerodynamic control surfaces.

In this claim first of all the intended user is the normally larger commercial jetliners with 2 or 4 jet engines mounted under their wings, and secondly instead of using thrust reversers or by using rotating jet nozzles to tilt the exhaust gases upward or downward (as widely used in VTOL type military jet aircrafts), the pilot can pivotally swivel the entire jet engine assembly up, down or sideways and subsequently direct the jet nozzle exhaust gases to flow upward or downward (for pitch type motion, or during takeoff, landing, ascend and descend), or sideways (unidirectional, away from the cabin in certain sequence to perform yaw, which is the right or left turn motion of the jet aircraft), or by swiveling the jet engine(s) only under one wing to achieve roll (banking to the right or left) to perform more agile and efficient maneuvers by such large commercial jet aircraft.

The idea is to provide the ability to perform enhanced maneuvers in order to adjust a jet aircraft's attitude by swiveling the engine up or down (in a particular sequence discussed in the claims section of this document), about pivot points typically mounted on the primary nozzle's diffuser case or exhaust duct and past the fan turbine zone while clearing the engine core cowls on nacelle cowlings which provides access for maintenance and/or inspection, and past the thrust reverser operating zone of such aircraft, in order to achieve enhanced roll and pitch motion; or by rotating the entire engine assembly under the wing away from the fuselage/cabin to perform a more agile yaw motion in a shorter distance. This invention requires redesign of traditional pylon so that such task becomes feasible. 

1. A commercial Jet aircraft comprising of 2 or 4 jet engines (14) with such configuration of engines mounted under its wings (10) connected to a fuselage (12). The jet engines (14) are pivotally connected under the wings (10) of said aircraft thru control arms (23) and the power cylinder (20).
 2. The engines in claim 1 are selectively swiveled (23) about such pivot point to perform maneuvers like roll, pitch and yaw during the flight by directing the exhaust gases up, down or sideways relative to the longitudinal axis of the fuselage (12) selectively and in proper sequence controlled by the pilot from the cockpit. The swivel angles are limited, and a restrained range of motion is allowed for each type of selected swivel motion.
 3. In the jet aircraft as set forth in claim 1 the pivotable swiveling engines are connected to the wing via power-actuated arms (20), adjustable pivot-joint control arms (23), support struts (53), flange plates (27 a/b) and interface plates (30).
 4. Jet aircraft as set forth in claim 1, has nacelle housing on each of its engine (14)/powerplants, cowl doors (68) for maintenance & inspection access, nozzle downstream of the low-pressure turbine with jet pipe (61) and tail cone (65S).
 5. The horizontal configuration of engines (14) can angularly change with respect to the longitudinal axis of the fuselage (12) as each said engine can swivel upward or downward about pivot points [indicated in FIG. 1 thru 7] by pilot command, to perform agile attitude change maneuvers of the jet aircraft in flight performing ascend/takeoff, descend/landing, and to perform roll type/banking to the left or right in-flight path changes by selective engine(s) swivel. Also, by pivotally rotating the entire engine (14) assembly about the local Z-axis of the said engine mounted under the wing (10) to perform agile yaw type motion for jet aircraft's attitude and flight path change as needed.
 6. The flight path control regime thru jet engine(s) (14) as claimed in claim 5 is as follows: For ascend and descend or takeoff and landing engines on both wings swivel upward to a limited angle (<10 degrees), or swivel downward to a limited degree. For rolling to the right or to the left, engine(s) on the left-wing swivel upward to a limited angle or engine(s) on the right-wing swivel upward to a limited degree. To perform the same action during flight the pilot can also swivel the right-wing engine(s) downward or swivel the left-wing engine(s) downward in both cases to a limited degree as indicated in this claim. Please note that the final amount of such angular motion must be proven and calibrated during simulation or test flights. For yaw to the right or to the left, the plurality of the left-wing engine(s) assembly rotate to the right-hand side away from fuselage (12) to a limited range, by swiveling the said engine assembly mounted under the left-wing about said engine(s) local Z-axis by actuating the left wing's linear actuator arm (38), or the plurality of the right-wing engine(s) assembly (and the pivot & arms arrangement) rotate away from fuselage to the left-hand side to a limited range, by swiveling the said engine assembly mounted under the right-wing about said engine(s) local Z-axis by actuating the right wing's linear actuator arm (38).
 7. The power cylinder (20) as indicated in claim 1 can be of hydraulic type, pneumatic, mechanical (such as power screw), electrical or combination. However, FIG. 10 shows a hydraulic power cylinder to actuate the swivel, only as an example.
 8. The control arm (23) as noted in claim 1, is detailed in FIG. 7 as an example. For better pivoting action and performance, it could be designed bent or L-shaped.
 9. The amount of said jet engine′(s)′ [described in claim 1] pivotal swiveling rotation for any of the aircraft pitch (and/or roll) maneuvers will be limited using for example limit switches or mechanical or other means to a mere few degrees to avoid excessive pitch (and/or roll) and to avoid causing turbulent inlet now into such engines and abrupt aircraft movements. Such angular range of engine swivel will be determined by the engine and the aircraft manufacturer and after simulation and wind tunnel evaluations and test flights.
 10. The amount of said engine′(s)′ pivotal swiveling rotation [in direction away from fuselage/cabin] as also noted in claim 5, to perform yaw type maneuver for moving the jet aircraft to the right or left is restricted to a limited number of degrees by means of limit switches and/mechanical, or other means to allow for outboard rotation away from fuselage/cabin only to a limited amount to avoid causing turbulent inlet flow into such engines and abrupt aircraft movements. Such angular range of pivotal swivel motion for the plurality of the jet engine(s) assembly will be determined by the engine and aircraft manufacturer and after performing simulation, wind tunnel evaluations and test flights. 